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UNITED STAT-Es PATENT orricn.:

ABNER R. RING; OF PARMA, NEWT-YORK.

SWINGING BRIDGE.

Specication of Letters Patent No. 1,004, dated November 9, 1838.

To all whom 'it may concern Be it known that I, ABNER R. RING, of Parma, in the county of Monroe and State of New York, have invented a new and useful Improvement on Swing-Bridges; and I do hereby declare that the following is a full and eXact description.

The nature of my invention consists in the application of swing bridges over canals, feeders or streams where boats or watercrafts are used in such a manner as to have the boat or water-craft, open the bridge, and after it has passed, the bridge adjust itself.

To enable others skilled in the arts to make and use `my invention I will proceed to describe its construction and operation.

It consists of a bridge made in two parts which rests on a metal pivot in the center of a crab or square abutment which stands on each shore, the diameter of which is equal to the width of the bridge. At eight points from the center are placed eightiron wheels (see Figure 2 on the drawinglwhich supports the bridge in a horizontally position when it turns on the pivot. On the under side of the bridge and fastened to the stringL pieces is an iron circular railway to play v exactly on the wheels set in the crab. Also in the center of the railway is a metal step to receive the pivot (see Fig. 3). Near the pivot in the center of the crab is fastened one end of a scrowl spring; the other end is attached to the rail-way and assists the weight and pulley to close the bridge after the boat has passed. (See the spring represented in Figs. l, 2 and 3.-) In the center of the canal between the two crabs is a stone or wooden pier (see Fig. 7) which receives and Supports the ends of both parts of the bridge when closed. The pier is of suiiicient length to receive the necessary springs and rollers attached toit. Fig. 5 shows the ground frame of the pier marked 7. Fig. 6 shows the perspective of the same. Attached to the side on which the boat enters the bridge is a frame (see Fig. 8) about eleven feet wide from twenty to twenty-five long to support the lever which is a timber (see Fig. 1l) of suiicient strength to start open the bridge when operated upon. It is of some convenient length between twenty through it on which it turns with a lever purchase of about eight to twelve. On the short end of it is fastened a steel spring which will play about one foot barely stili' Y enough to straighten the chain attached to it; the other end of the chain (see drawing connecting Fig. l with Fig. 11) is fastened to a spring attached to the under side of the shore end of the bridge which will play about as far as the former, and of suiicient elastic strength to start the bridgewhen bent. These springs together with the lever pow er will let the boat proceed nearly live feet ahead after it comes in contact with the lever with a steady increasing draft on the bridge before it starts, thus effectually preventingany jar on the boat in operating on the bridge.

On the long end of the lever extending over the water is aiiixed a roller which is a cylinder, eight inches in diameter about four feet long. Standing perpendicular `the lower end being level with the top of low water.

All the rollers on the drawing are marked (CR) and are similar to the one above dedescribed. More of them may be necessary in practically steering a boat into and "easing it through the bridgethan are shown on the drawing. The lever is secured in a horizontal direction by a small iron sheave on theshort end of it which plays under a quadrant rail as shown by a dotted quarter circle on Fig. 8. Figs. 9 and 10 are different views of the post and pulley, which will stand in the mostconvenient place to assist the scrowl spring in closing the bridge. Fig. 1 represents the frame of one part of a bridge in its proper place resting on the` crab and pier the railway and springs show between the timbers. v Fig. 4. represents one part of the bridge finished.

Operation: The boat enters between a friction roller afHXed toa spring marked- (S) on the end of the pin (see Fig. l) and the roller on the end of the lever; the spring bends a few inches while the lever is carried onward as the boat proceeds opening the bridge far enough to let the boat enter between another set of friction rollers, one on the pier the other on the end of a spring marked ('S) aixed to the side of the bridge (see Fig. l) through which it is eased along till it finally leaves the bridge which instantly bridge and guiding the boat through by V10 means of the springs and rollers andthe mode of closing the bridges by means of the combination of the volute spring and counter Weight, all'as above described.

- ABNER R'. RING.

Witnesses:

F. THOMSON, SAML. DOLL. 

